Aircraft fuselage configurations for avoiding tail strike while allowing long payloads

ABSTRACT

A fixed-wing cargo aircraft having a kinked fuselage to extend the useable length of a continuous interior cargo bay while still meeting a tailstrike requirement is disclosed. The fuselage defines a continuous interior cargo bay along a majority of its length and a pitch axis about which the cargo aircraft rotates during takeoff while still on the ground. The fuselage includes a forward portion defining longitudinal-lateral plane of the cargo aircraft an aft portion extending aft from the pitch axis to the aft end and containing an aft region of the continuous interior cargo bay that extends along a majority of a length of the aft portion. The aft portion has a centerline extending above the forward upper surface of the aircraft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and the benefit of each of U.S.Provisional Patent Application No. 62/938,853, entitled “KINKED LONGAIRCRAFT FUSELAGE CONFIGURATION FOR AVOIDING TAIL STRIKE WHILE ALLOWINGLONG PAYLOADS,” and filed Nov. 21, 2019, U.S. Provisional PatentApplication No. 62/896,529, entitled “CARGO AIRCRAFT TOOL TO PERMIT WINDTURBINE BLADE PAYLOAD ARTICULATION DURING LOADING/UNLOADING,” and filedSep. 5, 2019, and U.S. Provisional Patent Application No. 62/896,533,entitled “METHODS FOR PACKAGING AND PLACING ELONGATED CARGOS WITHIN AVEHICLE,” and filed Sep. 5, 2019, the contents of each which isincorporated by reference herein in its entirety.

FIELD

The present disclosure relates to fuselage designs for cargo aircraft,and more particularly to designs that allow for continuous interiorcargo bays of such fuselages to transport large, long cargo items whilebeing able to have a steep pitch-up angle that allows for short takeoffand landing operations, while also avoiding tailstrike.

BACKGROUND

Renewable energy remains an increasingly important resourceyear-over-year. While there are many forms of renewable energy, windenergy has increased an average of about 19 percent annually since 2007.The increase in global demand in recent years for more wind energy hascatalyzed drastic advances in wind turbine technology, including thedevelopment of larger, better-performing wind turbines.Better-performing wind turbines can at least sometimes mean largerturbines, as generally turbines with larger rotor diameters can capturemore wind energy. As turbines continue to improve in performance andefficiency, more and more wind farm sites become viable both onshore andoffshore. These sites may be existing sites, where older turbines needreplacement by better-performing, more efficient turbines, and newsites.

A limiting factor to allow for the revitalization of old sites anddevelopment of new sites is transporting the wind turbines, and relatedequipment, to the sites. Wind turbine blades are difficult to transportlong distances due to the terrestrial limitations of existing airvehicles and roadway infrastructures. Onshore transportation hastraditionally required truck or rail transportation on existinginfrastructure. Both are limited by height and width of tunnels andbridges. Road transport has additional complications of lane width, roadcurvature, and the need to pass through urban areas that may requireadditional permitting and logistics, among other complications. Offshoretransportation by ship is equally, if not more so, limiting. Forexample, delivery of parts can be limited to how accessible the offshorelocation is by ship due to various barriers (e.g., sand bars, coralreefs) and the like in the water and surrounding areas, as well as theavailability of ships capable of handling such large structures.

Whether onshore or offshore, the road vehicle or ship options fortransporting such equipment has become more limited, particularly as thesize of wind turbines increase. Delivery is thus limited by theavailability of vehicles and ships capable of handling such largestructures. The very long lengths of wind turbine blades (some arepresently 90 meters long, 100 meters long, or even longer) makeconventional transportation by train, truck, or ship very difficult andcomplicated. Unfortunately, the solution is not as simple as makingtransportation vehicles longer and/or larger. There are a variety ofcomplications that present themselves as vehicles are made longer and/orlarger, including but not limited to complications of: load balancing ofthe vehicle; load balancing the equipment being transported; loadbalancing the two with respect to each other; handling, maneuverability,and control of the vehicle; and other complications that would beapparent to those skilled in the art.

Further, whether onshore or offshore, delivery of parts can be slow andseverely limited by the accessibility of the site. Whether the sitebeing developed is old or new, the sites can often be remote, and thusnot near suitable transportation infrastructure. The sites may be faraway from suitable roads and rails (or other means by which cargo may betransported) to allow for easy delivery of cargo for use in building theturbines at the site and/or other equipment used in developing the site.New sites are often in areas without any existing transportationinfrastructure at all, thus requiring new construction and specialequipment. Ultimately, transportation logistics become cost prohibitive,resulting in a literal and figurative roadblock to further advancing theuse of wind energy on a global scale.

Existing cargo aircraft, including some of the largest aircraft ever tofly, are not able to transport extremely largo cargo, even if that cargois, in all dimensions, smaller than the aircraft itself. This limitationis often the result of cargo aircraft, even those purpose built to becargo aircraft, not fully utilizing their overall size as cargo bayvolume. This constraint has many causes, one of which is related to theability of the aircraft to takeoff and land without excessive runwaylength. Larger and heavier aircraft take more energy to accelerateduring takeoff, as well are more energy to decelerate upon landing.Accordingly, traditional solutions involve increasing the lift providedby the aircraft's lifting surfaces to allow the aircraft to get off theground at a slower speed and, conversely, to allow the aircraft toapproach the runway at a slower speed (while still being able to abortand climb, if necessary).

One way that large cargo aircraft reduce their takeoff and landingspeeds is by increasing having a large maximum effective angle of attackduring takeoff and landing, which is usually accomplished by allowingthe aircraft to pitch-up while on the ground. Because this solutionrisks the aft fuselage or tail striking the ground if the planeover-rotates, fixed-wing aircraft have a unique requirement called atail strike requirement. To takeoff, a fixed-wing aircraft generallyaccelerates from rest to a specific speed (called a rotation speed),then pitches (i.e., rotates about a lateral axis of the plane) in anose-upwards/tail downwards direction to lift-off the runway. To land,fixed-wing aircraft generally decelerate to a much lower flight speed(to decrease the amount of landing runway distance necessary). Duringthis deceleration, the aircraft must perform a pitch-up flare maneuver(which rotates the nose upwards and tail downwards) just above theground to achieve minimum speed for landing. In both the takeoffrotation and landing flare cases, fixed-wing aircraft are at extremeorientations relative to the nearby ground, with the aircraft fuselagebeing oriented nose-upwards and tail-downwards. At these extremeorientations, the aircraft tail must not strike the ground below it.This is termed the tailstrike requirement, and is illustrated in FIG. 3for a traditional fixed-wing aircraft, which is described in greaterdetail below.

Large cargo payloads that are significantly oversized in a singledimension (e.g., highly elongated payloads) generally result in thosepayloads, when transported by aircraft, being arranged in the aircraftclose to parallel to the direction of travel, and substantiallyorthogonal to the wing span direction or the height direction of astatic aircraft on the ground. In other words, they are carried with thelongest dimension being aligned with the longitudinal axis of theaircraft. However, even the longest existing operational aircraft in theworld, the Antonov AN-225, which is 84 meters long (about 275 feet) intotal length from fuselage nose tip to fuselage tail tip, cannot stowcargo over 143 feet long, which is just over half of the total length ofthe AN-225 aircraft. While some smaller cargo aircraft have a largermaximum cargo length ratio, such as about 70% for the Boeing 747-400(resulting in about 185 feet maximum cargo length), a common featureamong these large cargo aircraft is a limited extension of the cargo bayinto the aft section of the fuselage. While there may be many reasonsfor this limited extension and the maximum cargo length, the tailstrikerequirement and a resulting reduction in the available volume in the aftfuselage reducing the usefulness of any portion of any extra aft cargobay volume is likely a significant factor.

Accordingly, there is a need for large, transport-category aircraft,capable of moving oversized cargo not traditionally shippable by air.

SUMMARY

Certain examples of the present disclosure include a cargo aircraftfuselage design for extending the useable interior cargo bay length to asignificant majority of the length of the fuselage, while still enablingthe cargo aircraft to have a tailstrike criteria that allows for typical(or better) takeoff and landing pitch maneuvers. Examples of the presentdisclosure include extremely large cargo aircraft capable of bothcarrying extremely long payloads and being able to takeoff and land atrunways that are significantly shorter than those required by most, ifnot all, existing large aircraft. For purposes of the presentdisclosure, a large or long aircraft is considered an aircraft having alength from fuselage nose tip to fuselage tail tip that is at leastapproximately 60 meters long. The American Federal AviationAdministration (FAA) defines a large aircraft as any aircraft of morethan 12,500 pounds maximum certificated takeoff weight, which can alsobe considered a large aircraft in the present context, but the focus ofsize is generally related to a length of the aircraft herein. Oneexample of such an oversized payload capable of being transported usingexamples of this present disclosure are wind turbine blades, the largestof which can be over 100 meters in length. Examples of the presentdisclosure enable a payload of such an extreme length to be transportedwithin the cargo bay of an aircraft having a fuselage length onlyslighter longer than the payload, while that aircraft can also takeoffand land at most existing commercial airports, as well as runways thatare even smaller, for instance because they are built at a desiredlocation for landing such cargo aircraft near a site where the cargo isto be used, such as a landing strip built near or as part of a windfarm.

In one exemplary embodiment a cargo aircraft includes a fuselagedefining a forward end, an aft end, a continuous interior cargo bay thatspans a majority of a length of the fuselage from the forward end to theaft end, and a lateral pitch axis about which the cargo aircraft isconfigured to rotate a maximal degree during a takeoff operation whilethe aircraft is still on the ground without striking the fuselage on theground. The fuselage includes a forward portion containing a forwardregion of the continuous interior cargo bay, the forward portiondefining a forward centerline along a longitudinal-lateral plane of thecargo aircraft and an aft portion extending aft from the lateral pitchaxis to the aft end and containing an aft region of the continuousinterior cargo bay extending along a majority of a length of the aftportion of the fuselage, the aft portion defining an aft centerlineextending above the longitudinal-lateral plane of the cargo aircraft.The aircraft also includes a first fixed wing extending from thefuselage in a first direction away from the fuselage and a second fixedwing extending from the fuselage in a second direction away from thefuselage, the second direction approximately symmetric about alongitudinal-vertical center plane of the cargo aircraft. An aft end ofthe aft region of the continuous interior cargo bay an be configured toreceive an aft end of an elongated contiguous payload from the forwardend of the fuselage to dispose the elongated contiguous payloadthroughout substantially all of the length of the continuous interiorcargo bay. In some examples, the continuous interior cargo bay includesa lower support system that extends from the forward end to the aft endof the aft region of the continuous interior cargo bay and the lowersupport system can be configured to allow translation of the elongatedcontiguous payload from the forward end to the aft end of the aft regionalong the lower support system. In some examples, the forward end of thefuselage comprises a cargo nose door configured to move to expose anopening into the continuous interior cargo bay through which an aft endof an elongate contiguous payload can be passed throughout substantiallyall of the length of the continuous interior cargo and to the aft end ofthe aft region of the continuous interior cargo bay.

The the cargo aircraft can define a maximum payload length and a maximumpayload weight, and, for a payload having the maximum weight with aforward end of the payload located about the forward end of the fuselageand an aft end of the payload located in the aft region of thecontinuous interior cargo bay, the aft region of the continuous interiorcargo bay can be configured to support at least about 10% of the maximumpayload weight. In some examples, for a payload having the maximumpayload length and maximum payload weight with a forward end of thepayload located in the forward end of the fuselage and an aft end of thepayload located in the aft end of the region of the continuous interiorcargo bay, the aft end of the aft region of the continuous interiorcargo bay is configured to support at least about 10% of the maximumpayload weight. In some examples, the aft end of the aft region of thecontinuous interior bay extends above an upper outer surface of theforward portion of the fuselage.

The fuselage can include a kinked portion forming a junction in thefuselage between the forward portion and the aft portion of the fuselageand between the forward and aft regions of the continuous interior cargobay and the kinked portion in the fuselage can define a bend anglebetween the forward centerline and the aft centerline. In some examples,the aft portion extends from the kinked portion at an angleapproximately equal to the degree of maximal rotation of the aircraftduring the takeoff operation. In some examples, the bend angle isapproximately in the range of about 4 degrees to about 16 degrees withrespect to the longitudinal-lateral plane of the cargo aircraft. In someexamples, the bend angle is approximately equal to the degree of maximalrotation of the aircraft during the takeoff operation. In some examples,the kinked portion is approximately vertically aligned with the lateralpitch axis. In some examples, the kinked portion defines an upwardtransition along opposed top and bottom outer surfaces of the fuselage.

The forward region of the continuous interior cargo bay can define aforward cargo centerline approximately along the longitudinal-lateralplane of the cargo aircraft, where at least a portion of the aft regionof the continuous interior cargo bay includes a kinked cargo regiondefining a kinked cargo centerline extending above thelongitudinal-lateral plane of the cargo aircraft, and where the kinkedcargo centerline extends along a majority of the aft centerline of theaft portion fuselage. In some examples, a length of the kinked cargocenterline is at least approximately 25% of a length of a centerline ofthe continuous interior cargo bay. In some examples, a forward end of atleast one of the kinked cargo centerline or the aft centerline isapproximately vertically aligned with the lateral pitch axis. In someexamples, at least a majority of the kinked cargo centerline isapproximately aligned with the aft centerline. In some examples, atleast a majority of at least one of the kinked cargo centerline or theaft centerline is angled approximately in the range of about 6 degreesto about 12 degrees with respect to a ground plane when the plane isfully resting on the ground. In some examples, at least a majority ofthe length of at least one of the kinked cargo centerline or the aftcenterline is angled approximately equal to or greater than the maximaltakeoff angle of the cargo aircraft with respect to a ground plane whenthe cargo aircraft is fully resting on the ground. In some examples,approximately all of the length of at least one of the kinked cargocenterline or the aft centerline is angled approximately equal to orgreater than the maximal takeoff angle of the cargo aircraft withrespect to a ground plane when the plane is fully resting on the ground.The continuous interior cargo bay can define a maximum payload lengthand the kinked cargo centerline can define a length at leastapproximately 30% of the maximum payload length.

In some examples, a length of the aft portion of the fuselage is atleast about 25% the length of the fuselage. The the length of thefuselage can be greater than 84 meters and the continuous interior cargobay can define a maximum payload length of at least about 70 meters.

In some examples, the first and second fixed wings define approximatelyno sweep angle. The aft portion of the fuselage can include a pluralityof circumferentially disposed structural elements oriented orthogonallyalong the aft centerline. In some examples, the length of the kinkedcenterline is at least approximately 25% of the length of the fuselage.In some examples, the length of the kinked centerline is at leastapproximately 75% of a length of the fuselage aft of the lateral pitchaxis. In some examples, the aft portion of the fuselage includes asensor configured to determine the distance between the ground and abottom surface of the aft portion to assist at least one of a pilot orcomputer of the cargo aircraft in preventing tailstrike during arotation of the cargo aircraft about the lateral pitch axis when thecargo aircraft is on or near the ground.

Another example of the present disclosure includes cargo aircraft havinga fuselage defining a forward end, an aft end, a continuous interiorcargo bay that spans a majority of a length of the fuselage from theforward end to the aft end, and a lateral pitch axis about which thecargo aircraft is configured to rotate a maximal degree during a minimumrunway length takeoff operation. The fuselage includes a forward portioncontaining a forward region of the continuous interior cargo bayextending forward of the lateral pitch axis, the forward region of thecontinuous interior cargo defining a forward cargo centerline along alongitudinal-lateral plane of the cargo aircraft and an aft portioncontaining an aft region of the continuous interior cargo bay extendingaft of the lateral pitch axis, at least a portion of the aft region ofthe continuous interior cargo bay defining a kinked cargo centerlineextending above the longitudinal-lateral plane of the cargo aircraft.The aircraft further includes a first fixed wing extending from thefuselage in a first direction away from the fuselage and a second fixedwing extending from the fuselage in a second direction away from thefuselage, the second direction being approximately symmetric about thelongitudinal-vertical center plane of the aircraft, where the kinkedcargo centerline extends along a majority of the aft portion of thefuselage, and where an aft end of the aft region of the continuousinterior cargo bay is configured to receive an aft end of an elongatedcontiguous payload from the forward end to dispose the elongatedcontiguous payload throughout substantially all of the length of thecontinuous interior cargo bay.

The the forward end of the fuselage can include a cargo nose doorconfigured to move to expose an opening into the continuous interiorcargo bay through which an aft end of an elongate contiguous payload canbe passed throughout substantially all of the length of the continuousinterior cargo and to the aft end of the aft region of the continuousinterior cargo bay. In some examples, the aft end of the aft region ofthe continuous interior bay extends above an upper outer surface of theforward portion of the fuselage.

Yet another example of the present disclosure is cargo aircraftincluding a fuselage defining a forward end, an aft end, a continuousinterior cargo bay that spans a majority of a length of the fuselagefrom the forward end to the aft end, and a lateral pitch axis aboutwhich the cargo aircraft is configured to rotate a maximal degree duringa takeoff operation while the aircraft is still on the ground withoutstriking the fuselage on the ground. The fuselage includes a forwardportion containing a forward region of the continuous interior cargobay, an aft portion extending aft from the forward portion andcontaining an aft region of the continuous interior cargo bay, and akink portion forming a junction between the forward portion and the aftportion, the kink portion defining a bend in the fuselage approximatelyvertically aligned with the lateral pitch axis and the bend defining anangle between a forward cargo centerline of the forward region and anaft cargo centerline of the aft region such that the aft cargocenterline extends above a longitudinal-lateral plane of the forwardcargo centerline. The aircraft includes a first fixed wing extendingfrom the fuselage in a first direction away from the fuselage and asecond fixed wing extending from the fuselage in a second direction awayfrom the fuselage, the second direction being approximately symmetricabout the longitudinal-vertical center plane of the aircraft, where theangle between the forward cargo centerline of the forward region and theaft cargo centerline of the aft region is approximately in the range ofabout 4 degrees to about 16 degrees with respect to thelongitudinal-lateral plane. In some examples, the angle of the bend isapproximately equal to the degree of maximal rotation of the aircraftduring the takeoff operation. In some examples, the aft cargo centerlineextends along a majority of a length of the aft portion of the fuselage.

Still another example is a method of conducting a short runway takeoffoperation for a long fixed-wing cargo aircraft that includes acontinuous interior cargo bay spanning a majority of a length of theaircraft from a forward end to an aft end. The method includesaccelerating the fixed-wing cargo aircraft and rotating the fixed-wingcargo aircraft about a lateral pitch axis while the aircraft is still onthe ground without striking the fuselage on the ground, the rotatingmoving the entirety of a centerline of an aft kinked portion of theaircraft towards the ground, the centerline extending above thelongitudinal-lateral plane of the aircraft forward of the lateral pitchaxis, where the centerline of the aft kinked portion of the aircraft isat least 40% of the length of the aircraft.

Yet another example is method of conducting a short runway takeoffoperation for a long fixed-wing cargo aircraft that includes acontinuous interior cargo bay spanning a majority of a length of theaircraft from a forward end to an aft end. The method includesaccelerating the fixed-wing cargo aircraft and rotating the fixed-wingcargo aircraft about a lateral pitch axis while the aircraft is still onthe ground without striking the fuselage on the ground, aircraftdefining a fuselage kink approximately aligned with the lateral pitchaxis, such that the rotating orients aircraft aft of the fuselage kinkapproximately parallel with the ground.

BRIEF DESCRIPTION OF DRAWINGS

This disclosure will be more fully understood from the followingdetailed description taken in conjunction with the accompanyingdrawings, in which:

FIG. 1A is an isometric view of one exemplary embodiment of an aircraft;

FIG. 1B is a side view of the aircraft of FIG. 1A;

FIG. 2A is an isometric view of the aircraft of FIG. 1A with a nose conedoor in an open position to provide access to an interior cargo bay ofthe aircraft;

FIG. 2B is an isometric view of the aircraft of FIG. 2A with a payloadbeing disposed proximate to the aircraft for loading into the interiorcargo bay;

FIG. 2C is an isometric, partial cross-sectional view of the aircraft ofFIG. 2B with the payload being partially loaded into the interior cargobay;

FIG. 2D is an isometric, partial cross-sectional view of the aircraft ofFIG. 2C with the payload being fully loaded into the interior cargo bay;

FIG. 3 is a schematic side view of an aircraft in the prior art,illustrating a lateral axis of rotation with respect to tail strike;

FIG. 4A is a side view of an alternative exemplary embodiment of anaircraft;

FIG. 4B is a side transparent view of the aircraft of FIG. 4A;

FIG. 4C is a side view of the aircraft of FIG. 4B in a take-offposition;

FIG. 5A is the side view of the aircraft of FIG. 1A with some additionaldetails removed for clarity;

FIG. 5B is the side view of the aircraft of FIG. 1A showing the verticalextension of the aft fuselage above the forward portion of the fuselage;

FIG. 6A is a side cross-sectional view of the aircraft of FIG. 5A,including an interior cargo bay of the aircraft;

FIG. 6B is the side cross-sectional view of the aircraft of FIG. 6A withan exemplary payload disposed in the interior cargo bay;

FIG. 6C is the side cross-sectional view of the aircraft of FIG. 6A witha schematic of an exemplary maximum-length payload disposed in theinterior cargo bay;

FIG. 6D is the side cross-sectional view of the aircraft of FIG. 6A witha schematic of an exemplary maximum-weight payload disposed in theinterior cargo bay of the aircraft;

FIG. 7 is an isometric view of the aircraft of FIG. 6A illustrating alower support system that extends along the interior cargo bay from aforward entrance to an aft section of the interior cargo bay in an aftportion of a fuselage of the aircraft;

FIG. 8A is an isometric, transparent view of the aircraft of FIG. 1Bhaving the payload disposed therein;

FIG. 8B is a detailed, front-side isometric, transparent view of theaircraft of FIG. 8A with wind turbine blades of the payload hidden fromview to better illustrate a pair of rails disposed in the interior cargobay and exemplary payload-receiving fixtures for holding the windturbine blades coupled to the rails;

FIG. 8C is a detailed, back-side isometric, transparent view of theaircraft of FIG. 8B; and

FIG. 9 is an isometric view of the rails and payload-receiving fixturesof FIG. 8B.

DETAILED DESCRIPTION

Certain exemplary embodiments will now be described to provide anoverall understanding of the principles of the structure, function,manufacture, and use of the devices, systems, aircraft, and methodsdisclosed herein. One or more examples of these embodiments areillustrated in the accompanying drawings. Those skilled in the art willunderstand that the devices, systems, aircraft, components related to orotherwise part of such devices, systems, and aircraft, and methodsspecifically described herein and illustrated in the accompanyingdrawings are non-limiting exemplary embodiments and that the scope ofthe present disclosure is defined solely by the claims. The featuresillustrated or described in connection with one exemplary embodiment maybe combined with the features of other embodiments. Such modificationsand variations are intended to be included within the scope of thepresent disclosure. Some of the embodiments provided for herein may beschematic drawings, including possibly some that are not labeled as suchbut will be understood by a person skilled in the art to be schematic innature. They may not to be scale or may be somewhat crude renderings ofthe disclosed components. A person skilled in the art will understandhow to implement these teachings and incorporate them into work systems,methods, aircraft, and components related to each of the same, providedfor herein.

To the extent the present disclosure includes various terms forcomponents and/or processes of the disclosed devices, systems, aircraft,methods, and the like, one skilled in the art, in view of the claims,present disclosure, and knowledge of the skilled person, will understandsuch terms are merely examples of such components and/or processes, andother components, designs, processes, and/or actions are possible. Byway of non-limiting example, while the present application describesloading an airplane through a front end of the aircraft, alternatively,or additionally, loading can occur through an aft end of the aircraftand/or from above and/or below the aircraft. In the present disclosure,like-numbered and like-lettered components of various embodimentsgenerally have similar features when those components are of a similarnature and/or serve a similar purpose. To the extent terms such asfront, back, top, bottom, forward, aft, proximal, distal, etc. are usedto describe a location of various components of the various disclosures,such usage is by no means limiting, and is often used for conveniencewhen describing various possible configurations. The foregoingnotwithstanding, a person skilled in the art will recognize the commonvernacular used with respect to aircraft, such as the terms “forward’and “aft,” and will give terms of those nature their commonly understoodmeaning. Further in some instances, terms like forward and proximal oraft and distal may be used in a similar fashion.

The present disclosure is related to large, transport-category aircraft,capable of moving oversized cargo not traditionally shippable by air.For example, wind turbine blades, which are typically highly elongatedand irregular in shape in order to provide greater electrical powergenerating efficiency, or similarly long industrial equipment, shippingcontainers, or military equipment. The present disclosure is not limitedto these specific cargos or payloads, but rather, these are examples.Example of the present disclosure include extremely long cargo aircraft(e.g., longer than 60 meters, or even longer than 84 meters) with a kinkin their fuselage about the lateral pitch axis, which allows thetransportation of very long payloads or cargos while also meeting thetail strike requirement by allowing the cargo to extend longitudinallyaft and upwards to locations which are vertically above the uppersurface of the forwards fuselage.

Fixed-wing aircraft traditionally meet their tail strike requirement byincluding an upsweep angle on the lower surface of the aft fuselage. Thetailstrike requirement can then be expressed mathematically by observingthat to avoid the fuselage tail from striking the ground during takeoffrotation or landing flare, the ground static height of the aircraftfuselage aft tip on flat ground must be larger than the length ofaircraft fuselage aft of the rotation point along the aircraft lengthdirection, times the sine of the upsweep angle, plus the height of therotation point. This is a simplification that applies only at the aftfuselage tail tip, but the requirement applies for all locations aft ofthe rotation point along the aircraft length direction.

Additionally, to allow takeoff rotation, fixed-wing aircraft mainlanding gear are generally positioned in the middle of the aircraft.This is because the aircraft must be able to both balance on the landinggear on the ground at static conditions while achieving a takeoffrotation. During takeoff rotation aircraft rotate about a rotation pointthat coincides with the aft-most main landing gear location, and arotation axis that passes through this point that is parallel to thewing span direction, and orthogonal to the aircraft length direction andthe aircraft height direction. As an aircraft configuration must growlonger to accommodate long payloads or cargos, the tail strikerequirement becomes increasingly onerous because the vertical clearancerequired at the aft tip of the fuselage grows proportionally to thelength of aircraft aft of the main landing gear rotation location.

However, even for configurations with very long fuselage lengths,aspects of the present disclosure enable the tailstrike requirement tobe met by inserting a distinct fuselage kink, or a relatively sharpchange in the direction of the fuselage length direction, between theforwards and aft ends of the fuselage, resulting in an angle measured onaircraft centerline between the forwards fuselage length direction andthe aft fuselage length direction. This is illustrated in FIGS. 1A and1B.

Aircraft

The focus of the present disclosures is described with respect to alarge aircraft 100, such as an airplane, illustrated in FIGS. 1A and 1B,along with the loading of a large payload into the aircraft, illustratedat least in FIGS. 2A-2D, 6B-6D, and 8A. Additional details about theaircraft and payload may be described with respect to the other figuresof the present disclosure as well. In the illustrated embodiment, apayload 10 is a combination of two wind turbine blades 11A and 11B(FIGS. 2B-2D), although a person skilled in the art will appreciate thatother payloads are possible. Such payloads can include other numbers ofwind turbine blades (e.g., one, three, four, five, etc., or segments ofa single even larger blade), other components of wind turbines (e.g.,tower segments, generator, nacelle, gear box, hub, power cables, etc.),or many other large structures and objects whether related to windturbines or not. The present application can be used in conjunction withmost any large payload—large for the present purposes being at leastabout 57 meters long, or at least about 60 meters long, or at leastabout 65 meters long, or at least about 75 meters long, or at leastabout 85 meters long, or at least about 90 meters long, or at leastabout 100 meters long, or at least about 110 meters long, or at leastabout 120 meters long—or for smaller payloads if desired. Somenon-limiting examples of large payloads that can be used in conjunctionwith the present disclosures beyond wind turbines include but are notlimited to industrial oil equipment, mining equipment, rockets, militaryequipment and vehicles, commercial aerospace vehicles, crane segments,aircraft components, space launch rocket boosters, helicopters,generators, or hyperloop tubes. In other words, the aircraft 100 can beused with most any size and shape payload, but has particular utilitywhen it comes to large, often heavy, payloads.

As shown, for example in FIGS. 1A-1B and 2A-2D, the aircraft 100, andthus its fuselage 101, includes a forward end 120 and an aft end 140,with a kinked portion 130 connecting the forward end 120 to the aft end140. The forward end 120 is generally considered any portion of theaircraft 100, and related components, that are forward of the kinkedportion 130 and the aft end 140 is considered any portion of theaircraft 100, and related components, that are aft of the kinked portion130. The kinked portion 130, as described in greater detail below, is asection of the aircraft 130 in which both a top-most outer surface 102and a bottom-most outer surface 103 of the fuselage 101 become angled(notably, the placement of reference numerals 102 and 103 in the figuresdo not illustrate location of the “kink” since they more generally referto the top-most and bottom-most surfaces of the fuselage 101), asillustrated by an aft centerline C_(A) of the aft end 140 of thefuselage 101 with respect to a forward centerline C_(F) of the forwardend 120 of the fuselage 101.

The forward end 120 can include a cockpit or flight deck 122, andlanding gears, as shown a forward or nose landing gear 123 and a rear ormain landing gear 124. The illustrated embodiment does not show variouscomponents used to couple the landing gears 123, 124 to the fuselage101, or operate the landing gears (e.g., actuators, braces, shafts,pins, trunnions, pistons, cylinders, braking assemblies, etc.), but aperson skilled in the art will appreciate how the landing gears 123, 124are so connected and operable in conjunction with the aircraft 100. Theforward-most end of the forward end 120 includes a nose cone 126. Asillustrated more clearly in FIG. 2A, the nose cone 126 is functional asa door, optionally being referred to the nose cone door, thus allowingaccess to an interior cargo bay 170 defined by the fuselage 101 via acargo opening 171 exposed by moving the nose cone door 126 into an openor loading position (the position illustrated in FIG. 2A; FIGS. 1A and1B illustrate the nose cone door 126 in a closed or transport position).The door may operate by rotating vertically tip-upwards about a lateralaxis, or by rotating horizontally tip-outboards about a vertical axis,or by other means as well such as translation forwards then in otherdirections, or by paired rotation and translation, or other means.

As described in greater detail below, the interior cargo bay 170 iscontinuous throughout the length of the aircraft 101, i.e., it spans amajority of the length of the fuselage. The continuous length of theinterior cargo bay 170 includes the space defined by the fuselage 101 inthe forward end 120, the aft end 140, and the kinked portion 130disposed therebetween, such spaces being considered corresponding to theforward bay, aft bay, and kinked bay portions of the interior cargo bay170. The interior cargo bay 170 can thus include the volume defined bynose cone 126 when it is closed, as well as the volume defined proximateto a fuselage tail cone 142 located at the aft end 140. In theillustrated embodiment of FIG. 2A, the nose cone door 126 is hinged at atop such that it swings clockwise towards the fuselage cockpit 122 and afixed portion or main section 128 of the fuselage 101. In otherembodiments, a nose cone door can swing in other manners, such as beinghinged on a left or right side to swing clockwise or counter-clockwisetowards the fixed portion 128 of the fuselage. The fixed portion 128 ofthe forwards fuselage 101 is the portion that is not the nose cone 126,and thus the forwards fuselage 101 is a combination of the fixed portion128 and the nose cone 126. Alternatively, or additionally, the interiorcargo bay 170 can be accessed through other means of access known tothose skilled in the art, including but not limited to a hatch, door,and/or ramp located in the aft end 140 of the fuselage 101, hoistingcargo into the interior cargo bay 170 from below, and/or lowering cargointo the interior cargo bay 170 from above. One advantage provided bythe illustrated configuration, at least as it relates to some aspects ofloading large payloads, is that by not including an aft door, theinterior cargo bay 170 can be continuous, making it significantly easierto stow cargo in the aft end 140 all the way into the fuselage tail cone142. While loading through an aft door is possible with the presentdisclosures, doing so would make loading into and use of the interiorcargo bay 170 space in the aft end 140 all the way into the fuselagetail cone 142 much more challenging and difficult to accomplish—alimitation faced in existing cargo aircraft configurations. Existinglarge cargo aircraft are typically unable to add cargo in this way(e.g., upwards and aftwards) because any kink present in their aftfuselage is specifically to create more vertical space for an aft doorto allow large cargo into the forwards portion of the aircraft.

A floor 172 can be located in the interior cargo bay 170, and can alsoextend in a continuous manner, much like the bay 170 itself, from theforward end 120, through the kinked portion 130, and into the aft end140. The floor 172 can thus be configured to have a forward end 172 f, akinked portion 172 k, and an aft end 172 a. In some embodiments, thefloor 172 can be configured in a manner akin to most floors of cargobays known in the art. In some other embodiments, discussed in greaterdetail below, one or more rails can be disposed in the interior cargobay 170 and can be used to assist in loading a payload, such as thepayload 10, into the interior cargo bay 170 and/or used to help securethe location of a payload once it is desirably positioned within theinterior cargo bay 170. Additional fixtures and tooling designed to beused in conjunction with such rails are also discussed below at leastwith respect to FIGS. 8A-9.

Opening the nose cone 126 not only exposes the cargo opening 171 and thefloor 172, but it also provides access from an outside environment to acantilevered tongue 160 that extends from or otherwise defines aforward-most portion of the fixed portion 128 of the fuselage 101. Thecantilevered tongue can be an extension of the floor 172, or it can beits own feature that extends from below or above the floor 172 andassociated bottom portion of the fuselage 101. The cantilevered tongue160 can be used to support a payload, thus allowing the payload toextend into the volume of the interior cargo bay 170 defined by the nosecone 126.

A wingspan 180 can extend substantially laterally in both directionsfrom the fuselage. The wingspan 180 includes both a first fixed wing 182and a second fixed wing 184, the wings 182, 184 extending substantiallyperpendicular to the fuselage 101 in respective first and seconddirections which are approximately symmetric about alongitudinal-vertical plane away from the fuselage 101, and moreparticularly extending substantially perpendicular to the centerlineC_(F). Wings 182, 184 being indicated as extending from the fuselage 101do not necessarily extend directly away from the fuselage 101, i.e.,they do not have to be in direct contact with the fuselage 101. Further,the opposite directions the wings 182, 184 extend from each other canalternatively be described as the second wing 184 extendingapproximately symmetrically away from the first wing 182. As shown, thewings 182, 184 define approximately no sweep angle and no dihedralangle. In alternative embodiments, a sweep angle can be included in thetip-forwards (−) or tip-aftwards (+) direction, the angle beingapproximately in the range of about −40 degrees to about +60 degrees. Inother alternative embodiments, a dihedral angle can be included in thetip-downwards (negative, or “anhedral”) or tip-upwards (positive, or“dihedral”) direction, the angle being approximately in the range ofabout −5 degrees to about +5 degrees. Other typical components of wings,including but not limited to slats for increasing lift, flaps forincreasing lift and drag, ailerons for changing roll, spoilers forchanging lift, drag, and roll, and winglets for decreasing drag can beprovided, some of which a person skilled in the art will recognize areillustrated in the illustrations of the aircraft 100 (other parts ofwings, or the aircraft 100 more generally, not specifically mentioned inthis detailed description are also illustrated and recognizable by thoseskilled in the art). Engines, engine nacelles, and engine pylons 186 canalso be provided. In the illustrated embodiment, two engines 186, onemounted to each wing 182, 184 are provided. Additional engines can beprovided, such as four or six, and other locations for engines arepossible, such as being mounted to the fuselage 101 rather than thewings 182, 184.

The kinked portion 130 provides for an upward transition between theforward end 120 and the aft end 140. The kinked portion 130 includes akink, i.e., a bend, in the fixed portion 128 of the fuselage 101 suchthat both the top-most outer surface 102 and the bottom-most outersurface 103 of the fuselage 101 become angled with respect to thecenterline C_(F) of the forward end 120 of the aircraft 100, i.e., bothsurfaces 102, 103 include the upward transition provided for by thekinked portion 130. As shown at least in FIG. 1B, the aft-most end ofthe aft end 140 can raise entirely above the centerline C_(F). In theillustrated embodiment, the angle defined by the bottom-most outersurface 103 and the centerline C_(F) is larger than an angle defined bythe top-most outer surface 102 and the centerline C_(F), although otherconfigurations may be possible. Notably, although the present disclosuregenerally describes the portions associated with the aft end 140 asbeing “aft,” in some instances they may be referred to as part of a“kinked portion” or the like because the entirety of the aft end 140 isangled as a result of the kinked portion 130. Thus, references herein,including in the claims, to a kinked portion, a kinked cargo bay orcargo bay portion, a kinked cargo centerline, etc. will be understood bya person skilled in the art, in view of the present disclosures, to bereferring to the aft end 140 of the aircraft 100 (or the aft end inother aircraft embodiments) in some instances.

Despite the angled nature of the aft end 140, the aft end 140 iswell-suited to receive cargo therein. In fact, the aircraft 100 isspecifically designed in a manner that allows for the volume defined bythe aft end 140, up to almost the very aft-most tip of the aft end 140,i.e., the fuselage tail cone 142, can be used to receive cargo as partof the continuous interior cargo bay 170. Proximate to the fuselage tailcone 142 can be an empennage 150, which can include horizontalstabilizers for providing longitudinal stability, elevators forcontrolling pitch, vertical stabilizers for providinglateral-directional stability, and rudders for controlling yaw, amongother typical empennage components that may or may not be illustratedbut would be recognized by a person skilled in the art.

The aircraft 100 is particularly well-suited for large payloads becauseof a variety of features, including its size. A length from theforward-most tip of the nose cone 126 to the aft-most tip of thefuselage tail cone 142 can be approximately in the range of about 60meters to about 150 meters. Some non-limiting lengths of the aircraft100 can include about 80 meters, about 84 meters, about 90 meters, about95 meters, about 100 meters, about 105 meters, about 107 meters, about110 meters, about 115 meters, or about 120 meters. Shorter and longerlengths are possible. A volume of the interior cargo bay 170, inclusiveof the volume defined by the nose cone 126 and the volume defined in thefuselage tail cone 142, both of which can be used to stow cargo, can beapproximately in the range of about 1200 cubic meters to about 12,000cubic meters, the volume being dependent at least on the length of theaircraft 100 and an approximate diameter of the fuselage (which canchange across the length). One non-limiting volume of the interior cargobay 170 can be about 6850 cubic meters. Not accounting for the veryterminal ends of the interior cargo bay 170 where diameters get smallerat the terminal ends of the fuselage 101, diameters across the length ofthe fuselage, as measured from an interior thereof (thus defining thevolume of the cargo bay) can be approximately in the range of about 4.3meters to about 13 meters, or about 8 meters to 11 meters. Onenon-limiting diameter of the fuselage 101 proximate to its midpoint canbe about 9 meters. The wingspan, from tip of the wing 132 to the tip ofthe wing 134, can be approximately in the range of about 60 meters to110 meters, or about 70 meters to about 100 meters. One non-limitinglength of the wingspan 180 can be about 80 meters. A person skilled inthe art will recognize these sizes and dimensions are based on a varietyof factors, including but not limited to the size and mass of the cargoto be transported, the various sizes and shapes of the components of theaircraft 100, and the intended use of the aircraft, and thus they are byno means limiting. Nevertheless, the large sizes that the presentdisclosure both provides the benefit of being able to transport largepayloads, but faces challenges due, at least in part, to its size thatmake creating such a large aircraft challenging. The engineeringinvolved is not merely making a plane larger. As a result, manyinnovations tied to the aircraft 100 provided for herein, and in othercounterpart patent applications, are the result of very specific designsolutions arrived at by way of engineering.

Materials typically used for making fuselages can be suitable for use inthe present aircraft 100. These materials include, but are not limitedto, metals and metal alloys (e.g., aluminum alloys), composites (e.g.,carbon fiber-epoxy composites), and laminates (e.g., fiber-metalliclaminates), among other materials, including combinations thereof.

FIGS. 2B-2D provide for a general, simplified illustration of oneexemplary embodiment of loading a large payload 10 into the aircraft100. As shown, the cargo nose door 126 is swung upwards into its openposition, exposing the portion of the interior cargo bay 170 associatedwith the fixed portion 128 of the fuselage 101, which can extend throughthe kinked portion 130 and through essentially the entirety of the aftend 140. The cargo opening 171 provides access to the interior cargo bay170, and the cantilevered tongue 160 can be used to help initiallyreceive the payload. As shown, the payload 10 includes two wind turbineblades 11A, 11B, held with respect to each other by payload-receivingfixtures 12. The payload-receiving fixtures 12 are generally consideredpart of the payload, although in an alternative interpretation, thepayload 10 can just be configured to be the blades 11A, 11B. Thispayload 10 can be considered irregular in that the shape, size, andweight distribution across the length of the payload is complex, causinga center of gravity of the payload to be at a separate location than ageometric centroid of the payload. One dimension (length) greatlyexceeds the others (width and height), the shape varies with complexcurvature nearly everywhere, and the relative fragility of the payloadrequires a minimum clearance be maintained at all times as well asfixturing support the length of the cargo at several locations evenunder the payload's own weight under gravity. Additional irregularpayload criteria can include objects with profiles normal to alengthwise axis rotate at different stations along that axis, resultingin a lengthwise twist (e.g., wind turbine blade spanwise twist) orprofiles are located along a curved (rather than linear) path (e.g.,wind turbine blade in-plane sweep). Additionally, irregular payloadsinclude objects where a width, depth, or height vary non-monotonicallyalong the length of the payload (e.g., wind turbine blade thickness canbe maximal at the max chord station, potentially tapering to a smallercylinder at the hub and to a thin tip). The term irregular package willbe similarly understood.

The payload 10, which can also be referred to as a package, particularlywhen multiple objects (e.g., more than one blade, a blade(s) andballast(s)) are involved, possibly secured together and manipulated as asingle unit, can be delivered to the aircraft 100 using most anysuitable devices, systems, vehicles, or methods for transporting a largepayload on the ground. A package can involve a single object though. Inthe illustrated embodiment, a transport vehicle 20 includes a pluralityof wheeled mobile transporters 22 linked together by a plurality ofspans, as shown trusses 24. In some instances, one or more of thewheeled mobile transporters 22 can be self-propelled, or the transportvehicle 20 more generally can be powered by itself in some fashion.Alternatively, or additionally, an outside mechanism can be used to movethe vehicle 20, such as a large vehicle to push or pull the vehicle 20,or various mechanical systems that can be used to move large payloads,such as various combinations of winches, pulleys, cables, cranes, and/orpower drive units.

As shown in FIG. 2B, the transport vehicle 20 can be driven or otherwisemoved to the forward end 120 of the aircraft 100, proximate to the cargoopening 171. Subsequently, the payload 10 can begin to be moved from thetransport vehicle 20 and into the interior cargo bay 170. This canlikewise be done using various combinations of one or more winches,pulleys, cables, cranes, and/or power drive units, such set-ups andconfigurations being known to those skilled in the art. FIG. 2Cillustrates a snapshot of the loading process with half of the fuselageremoved for illustrative purposes (as currently shown, the half of thenose cone 126 illustrated is in both an open and closed position, butduring loading through the cargo opening 171, it is in an openposition). As shown, the payload 10 is partially disposed in theinterior cargo bay 170 and is partially still supported by the transportvehicle 20. A distal end 10 d of the payload 10 is still disposed in theforward end 120, as it has not yet reached the kinked portion 130.

The system and/or methods used to move the payload 10 into the partiallyloaded position illustrated in FIG. 2C can continue to be employed tomove the payload 10 into the fully loaded position illustrated in FIG.2D. As shown, the distal end 10 d of the payload 10 d is disposed in theinterior cargo bay 170 at the aft end 140, a proximal end 10 p of thepayload 10 is disposed in the interior cargo bay 170 at the forward end120 (for example, on the cantilevered tongue 160, although the tongue isnot easily visible in FIG. 2D), and the intermediate portion of thepayload 10 disposed between the proximal and distal ends 10 p, 10 dextends from the forward end 120, through the kinked portion 130, andinto the aft end 140. As shown, the only contact points with a floor ofthe interior cargo bay 170 (which for these purposes includes the tongue160) are at the proximal and distal ends 10 p, 10 d of the payload 10and at two intermediate points 10 j, 10 k between the proximal anddistal ends 10 p, 10 d, each of which is supported by a correspondingfixture 12. In other embodiments, there may be fewer or more contactpoints, depending, at least in part, on the size and shape of each ofthe payload and related packaging, the size and shape of the cargo bay,the number of payload-receiving fixture used, and other factors. Thisillustrated configuration of the payload disposed in the interior cargobay 170 is more clearly understood by discussing the configuration ofthe kinked fuselage (i.e., the fuselage 101 including the kinked portion130) in greater detail. Once the payload 10 is fully disposed in theinterior cargo bay 170, it can be secured within the cargo bay 170 usingtechniques provided for herein, in counterpart applications, orotherwise known to those skilled in the art.

Kinked Fuselage

FIG. 3 is an illustration of a prior art aircraft 300 during a takeoffpitch-up maneuver showing the calculating of a tailstrike angle(θ_(tailstrike)), which is determined when a forward end 320 of theaircraft 300 is lifted away from the ground 50 (e.g., a runway of anairport) and an aft end 340 and tail of the aircraft 300 is pushedtowards the ground 50 until contact. This change occurs during a takeoffpitch-up maneuver when the aircraft 300 pitches (e.g., rotates) about alateral axis of rotation, indicated as “A” in FIG. 3. This lateral axisof rotation, A, is typically defined by the main landing gear 324, whichacts as a pivot point to allow a downwards force generated by the tailto lift the forward end 320 of the aircraft 300. In FIG. 3, the noselanding gear 323 and main landing gear 324 of the aircraft 300 define aresting plane P_(300R) (e.g., plane horizontal with the ground planeP_(300G) when the aircraft is resting), such that the tailstrike angleθ_(tailstrike) can be defined by the change in the angle of the groundplane _(300G) with respect to the resting plane P_(300R) when theaircraft 300 has achieved a maximal pitch angle or takeoff angle, whichoccurs just before any part of the aft end 340 of the aircraft 300strikes the ground. In FIG. 3, a forward center line C_(F300) of theaircraft 300 is shown, along with an aft centerline C_(A300), whichextends to the aft end 340 of the aircraft 300. In order to increaseθ_(tailstrike), larger aircraft 300 usually have an upsweep to the lowersurface of an aft region of the aft fuselage. This upsweep deflects thecenterline C_(A300) with respect to the forward center line C_(F300) atthe initiation of the upsweep, which is shown in FIG. 3 as a bend 331 inthe centerlines C_(F300), C_(A300). In prior art aircraft 300, this bend331 occurs a certain distance, shown in FIG. 3 as distance “d” aft ofthe lateral axis of rotation A. Longer values of distance “d” increasethe constant cross-section length of the aircraft 300, which can,depending on the type of aircraft, extend the length of a passengercabin and/or increase the length of the cargo bay, and thus the abilityto carry cargo of an increased maximum length. Aspects of the presentdisclosure eschew this prior art incentive for increasing distance “d”and instead significantly reconfigure the relationship between the aftfuselage and forward fuselage such that decreasing distance “d” canresult in increasing the maximum usable cargo bay length, as explainedin more detail below.

FIG. 4A is a side view illustration of an exemplary cargo aircraft 400of the present disclosure. The aircraft 400, which is shown to be over84 meters long, includes a fuselage 401 having a forward end 420defining a forward centerline C_(F400) and an aft end 440 defining anaft centerline C_(A400), with the aft centerline C_(A400) being angledup with respect to the forward centerline C_(F400). The forward and aftcenterlines C_(F400), C_(A400) define a junction or kink 431therebetween, where the forward centerline C_(F400) angles upward as theoverall aft fuselage, which is in the aft end 440, changes in directionto be angled with respect to the forward fuselage, which is in theforward end 420. This defines a kink angle α_(400k) of the aft fuselage440. The kink location 431 is contained in the kinked portion 430disposed between and connecting the forward and aft ends 420, 440. FIG.4B shows the forward centerline C_(F400) as being an approximatemidpoint between a top-most outer or upper surface 402 f and abottom-most outer or lower surface 403 f of the fuselage 401 forward ofa lateral axis of rotation A′, with the aft centerline C_(A400) being anapproximate midpoint between an upper surface 402 a and a lower surface403 a of the fuselage 401 aft of the lateral axis of rotation. FIG. 4Bshows the kink 431 between the forward centerline C_(F400) and the aftcenterline C_(A400) as being an approximate change in the angle of aplane 410′ substantially perpendicular to the centerline C_(F400) andmost of the upper and lower surfaces 402 a, 403 a extending aft from thekink 431, such that the fuselage 401 aft of the kink 431 has asubstantial portion of an approximately constant height orcross-sectional area. This represents only one example, and in otherinstances the upper surface 402 a does not necessarily extendapproximately parallel to the lower surface 402 b at all even if the aftfuselage still defines a kink 431 in the centerline.

In FIG. 4B, the angle of the aft centerline C_(A400) with respect to theforward centerline C_(F400) defines a kink or bend angle (illustrated asα_(400K) in FIG. 4A), which can be approximately equal to average of anangle α_(upper) of the after upper surface e 402 a and an angleα_(lower) of the lower surface 403 a with respect to the forwardcenterline C_(F400) and forward upper and lower surfaces 402 f, 403 ffor the case of a constant cross-section forward fuselage 401, as shownin FIG. 4B (hence, FIG. 4B indicating the upper and lower surfaces 402a, 403 a defining the respective upper and lower angles α_(upper),α_(lower)). In some instances, the angles α_(upper), α_(lower) of theaft upper and lower surfaces 402 a, 403 a vary with respect to the angleof the aft centerline C_(A400), with the location of a substantialupward deflection in the overall centerline (e.g., kink 431) beingdefined by the overall shape and slope of the aft fuselage with respectto the forward fuselage (or more generally the overall shape and slopeof the aft end 440 with respect to the forward end 420). For example,for the aircraft 100 of FIG. 1B, the lower surface defines a lower angleα_(lower), which is approximately equal to the tailstrike angle ofapproximately 12 degrees, and the upper surface angle α_(upper) in theaft fuselage is approximately between 6 and 7 degrees. In some exemplaryembodiments, the result kink angle of the aft centerline C_(A400) can beapproximately in the range of about 0.5 degrees to about 25 degrees, andin some instance it is about 10 degrees with respect to alongitudinal-lateral plane of the cargo aircraft 100, i.e., a plane inwhich the forward centerline C_(F400) is disposed, the plane extendsubstantially parallel to the ground or a ground plane P_(400G).Further, the kink angle α_(400K) can be approximately equal to a degreeof maximal rotation of the aircraft during the takeoff operation. Stillfurther, a length of the aft end 140, i.e., the portion that is angledwith respect to the forward centerline C_(F400), can be approximately inthe range of about 15% to 65%, and in some instances about 35% to about50% of a length of the entire fuselage 101, and in some embodiments itcan be about 49% the length of the fuselage 101.

In FIG. 4C, the cargo aircraft 400 is shown on the ground 50 and rotatedabout the lateral axis of rotation to illustrate, for example, a takeoffpitch-up maneuver. In FIG. 4C, a resting plane P_(400R) of the forwardend 420 angled with respect to the ground or ground plane P_(400G) at adegree just before θ_(tailstrike), as no part of the aft end 440,empennage 450, or tail 442 is contacting the ground. In this position,the lower surface 403 a (and, approximately, the aft centerlineC_(A400)) is substantially parallel with the ground or ground planeP_(400G), and it can be seen that because the location of the centerlinekink 431 of the kinked portion 430 is approximately with, or very closeto, the lateral axis of rotation A′, the angle α_(400K) of the kink 431is approximately the maximum safe angle of rotation of the aircraft 400about the lateral axis of rotation A′. FIG. 4C shows a vertical axis 409a aligned with the location of the lateral axis of rotation A′ andanother vertical axis 409 b aligned with the kink 431 in the fuselagecenterline C_(F400), with a distance d′ therebetween. With d′ beingsmall, and the lower surface 403 a of the aft end 440 extending aft withapproximately the kink angle α_(400K) of the kink 431 or a slightlylarger angle, as shown, the aft end 440 is highly elongated withoutrisking a tail strike. Accordingly, minimizing d′ approximately sets thelower angle α_(lower) as an upper limit to the safe angle of rotationabout the lateral pitch axis. Moreover, the upward sweep of the uppersurface 402 a can be arranged to maintain a relatively largecross-sectional area along most of the aft end 440, thereby enabling asubstantial increase in the overall length of the cargo aircraft 400,and thus usable interior cargo bay within the aft end 440, withoutincreasing θ_(tailstrike). FIG. 5A shows this in further detail for thecargo aircraft 100 of FIG. 1A.

In FIG. 5A, the aft centerline C_(A) and forward centerline C_(F) of thefuselage 101 are shown intersecting at a kink location 131 just aft ofthe vertical plane P_(500V) of the lateral axis of rotation A′, whichoccurs within the kinked portion 130 connecting the forward end orfuselage 120 to the aft end or fuselage 140. The lower surface 103 ofthe aft fuselage 140 approximately defines θ_(tailstrike) of the cargoaircraft 100, which is slightly larger than a kink angle α_(100K)defined by the upslope of the aft centerline C_(A) with respect to theforward centerline C_(F). Additionally, in some examples, the aftfuselage can include a sensor 549 configured to measure the distanced_(G) of the lower surface 103 of the aft fuselage 140 to the ground 50to assist the pilot and/or computer in control of the aircraft 100 inmaximally rotating the aircraft 100 about the lateral pitch axis withouttailstrike.

As explained in more detail below, vertically aligning the kink location131 with the lateral pitch axis can enable the aft fuselage 140 toextend without decreasing θ_(tailstrike), which also can enable theuseable portion of the interior cargo bay 170 to extend aft along asubstantial portion of the aft fuselage 140. Further, the presentdesigns can enable the creation of extremely long aircraft designscapable of executing takeoff and landing operations with shorter runwaylengths than previously possible. These lengths can be the equivalent ofexisting typical runway lengths, or even shorter, which is surprisingfor an airplane that is longer. Runway lengths approximately in therange of about 500 meters to about 1000 meters are likely possibly inview of the present disclosures, as compared to existing runways, whichare about 2000 meters for standard aircraft and about 3000 meters forlarger aircrafts. Thus, the engineering related to the aircraft 100,400, and other embodiments of aircraft derivable from the presentdisclosures, enable extremely large aircraft that can be used on runwaysthat are the smaller than runways for aircraft that are considered to belarge aircraft due, at least in part, to the designs enabling increasedpitch angles without causing tailstrike.

A further advantage provided by the present designs is being able tomaintain the location of the center-of-gravity of the aircraft close tothe lateral pitch axis, which minimizes the downforce required by thetail to rotate the aircraft during takeoff. This minimization ofnecessary downforce allows pitch-up maneuvers to occur at slower speeds,thereby increasing the available angle of attack (and thus lift) able tobe generated at a given speed, which in turn reduces the speed necessaryto generate enough lift to get the aircraft off the ground. Thisadvantage is not achievable in prior art designs that attempt toincrease their cargo length efficiency (e.g., maximum linear payloadlength as a function of overall fuselage length) at least because: (1) areduction in tailstrike angle as the aft fuselage is elongated aft ofthe lateral rotation axis (e.g., in designs with an aft fuselage bendlocation being a substantial distance from their lateral axis ofrotation); (2) a reduced ability to complete a pitch-up maneuver atlow-speeds if the lateral pitch axis is moved aft of thecenter-of-gravity of the aircraft to accommodate the elongated fuselage,necessitating a substantial increase in wing and/or tail size to achievethe takeoff lengths equal to aircraft designs having lateral pitch axiscloser to their center-of-gravity; and/or (3) a reduction in the cargobay diameter as the aft end of the cargo bay is extended further towardthe tail.

FIG. 5B shows the vertical extension of the aft fuselage 140 above theforward portion 120 of the fuselage 101. In FIG. 5B, a line C_(u) isdrawn showing the approximately horizontal extension of the uppersurface of the forward portion 120 of the fuselage 101. A substantialportion of the aft portion 140 of the fuselage extends above this lineC_(u). This includes an upper portion 540U of the aft portion 140 thatis above both the line C_(u) and the aft centerline C_(A) and a lowerportion 540L that is above the both the line C_(u) and below the aftcenterline C_(A). The size of the upper and lower portions 540U, 540Ldepends on the kink angle α_(100K), the length of the aft portion 140,and one or both of the upper and lower angles α_(upper), α_(lower), asthese together define the kink angle α_(100K) and the height of the ofthe aft portion 140 as it extends to the aft end. In some examples, asubstantial portion of both the upper and lower portions 540U, 540L isoccupied by a portion of the interior cargo bay 170.

FIG. 6A is side cross-section view of the cargo aircraft 100, thecross-section being taken along an approximate midline T-T of thetop-most outer surface, as shown in FIG. 1A. The cargo bay 170 defines acenterline that extends along the overall length of the cargo bay 170.The cargo bay 170 extends from a forward end 171 of a forward end orregion 170 f of the cargo bay 170, as shown located in the nose cone126, to an aft end 173 of an aft end or region 170 a of the cargo bay170, as shown located in the fuselage tail cone 142. The forward and aftregions 170 f, 170 a of the cargo bay 170 sit within the forward and aftends 120, 140, respectively, of the aircraft 100. More particularly, theforward region 170 f can generally define a forward cargo centerlineC_(FCB) that can be substantially colinear or parallel to the forwardfuselage centerline C_(F) (shown in FIG. 5A) and the aft region 170 acan generally define an aft cargo centerline C_(ACB) that can besubstantially colinear or parallel to the aft fuselage centerline C_(A)(shown in FIG. 5A). Accordingly, in the kinked portion 130 of thefuselage 101, which itself can include a comparable kinked portion 170 kof the cargo bay 170, where the aft fuselage centerline C_(A) bends withrespect to the forward fuselage centerline C_(F), the aft cargocenterline C_(ACB) also bends at a kink location 631 with respect to theforward cargo centerline C_(FCB). The bend can be at approximately thesame angle, as shown an angle α_(100KP), as the kink angle α_(100K) ofthe fuselage 101. The aft cargo centerline C_(ACB) can extend at leastapproximately 25% of a length of a centerline of the continuous interiorcargo bay 170, i.e., the length of the centerline throughout the entirecargo bay 170. This amount more generally can be approximately in therange of about 25% to about 50%. There are other ways to describe thesedimensional relationships as well, including, by way of non-limitingexample, a length of the aft cargo centerline C_(ACB) being at leastapproximately 45% of the length of the fuselage 101 and/or at leastapproximately 80% of a length of the fuselage 101 aft of the lateralpitch axis, among other relationships provided for herein or otherwisederivable from the present disclosures.

FIG. 6A shows the aft region 170 a of the cargo bay 170 extendingthrough almost all of the aft fuselage 140, which is a distinctadvantage of the configurations discussed herein. Moreover, due to thelength of the aft fuselage 140, a pitch 674 of structural frames 104 aof the aft fuselage 140 can be angled with respect to a pitch 672 ofstructural frames 104 f of the forward fuselage 120 approximately equalto the kink angle α_(100K) of the fuselage 101. In some examples, thekinked region 130 represents an upward transition between the pitch 672of the structural frames 104 f of the forward fuselage 120 and the pitch674 of the structural frames 104 a of the aft fuselage 140. A personskilled in the art will recognize that structural frames 104 a, 104 fare merely one example of structural features or elements that can beincorporated into the fuselage 101 to provide support. Such elements canbe more generally described as circumferentially-disposed structuralelements that are oriented orthogonally along the aft centerline C_(ACB)and the forward centerline C_(FCB). In some examples, the location ofthe cargo bay kink 631 (FIG. 6A) is forward or aft of the fuselage kink131 (FIG. 5A) such that either the forward cargo region 170 f partiallyextends into the aft fuselage 140 or the aft cargo region 170 apartially extends into the forward fuselage 120, however, this generallydepends, at least in part, on the distance between the interior of thecargo bay 170 and the exterior of the fuselage, which is typically asmall distance for cargo aircraft having a maximally sized cargo bay.Regardless, to fully utilize examples of the present disclosure, the aftregion 170 a of the cargo bay 170 can be both (1) able to besubstantially extended due to the ability of the aft fuselage 140 lengthto be extended and (2) able to extend along substantially all of thelength of the aft fuselage 140 because examples of the presentdisclosure enable aircraft to have elongated aft fuselages for a fixedtailstrike angle and/or minimized kink angle. Additionally, minimizingthe fuselage kink angle for elongated aft fuselages allows the aftregion of the cargo bay to extend further along the fuse fuselage whileincreasing the maximum straight-line payload length for a given overallaircraft length and tailstrike angle, as shown at least in FIGS. 6B and6C.

FIG. 6B shows a side cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6A with a highly elongated payload 10 of twowind turbine blades 11A, 11B disposed substantially throughout theinterior cargo bay 170 and extending from the forward end 171 of theforward region 170 f to the aft end 173 of the aft region 170 a. Havingat least a portion of the aft region 170 a being linearly connected to(e.g., within line of sight) of at least a portion of the forward region170 f enables the extension of the aft region 170 a to result in anextension in the maximum overall length of a rigid payload capable ofbeing carried inside the interior cargo bay 170. Wind turbine blades,however, are often able to be deflected slightly during transport and soexamples of the present disclosure are especially suited to theirtransport as the ability to slightly deflect the payload 10 duringtransport enables even long maximum payload lengths to be achieved byfurther extending the aft end 173 of the aft region 170 a beyond theline of sight of the forward-most end 171 of the forward region 170 f.

FIG. 6C is the same cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6B with a maximum length rigid payload 90secured in the cargo bay 170. A forward end 90 f of the maximum lengthrigid payload 90 can be secured to the cantilevered tongue 160 in theforward end 171 of the forward region 170 f with a first portion of theweight of the payload 90 (shown as vector 91A) being carried by thecantilevered tongue 160 and an aft end 90 a of the maximum length rigidpayload 90 can be secured to the aft end 173 of the aft region 170 awith a second portion of the weight of the payload 90 (shown as vector91B) being carried by the aft end 173 of the aft region 170 a.

FIG. 6D is the same cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6A with a maximum weight payload 92 securedin the cargo bay 170. A forward end 92 f of the maximum weight payload92 can be secured in the forward region 170 f of the interior cargo bay170 with a first portion of the weight of the payload 92 (shown asvector 93A) being carried by the forward fuselage 120 and an aft end 92a of the maximum weight payload 92 can be secured in the aft region 170a of the interior cargo bay 170 with a second portion of the weight ofthe payload 92 (shown as vector 93B) being carried by the aft fuselage140. Advantageously, the substantial length of the cargo bay 170 forwardand aft of the a center-of-gravity of the aircraft 100 (e.g.,approximately aligned with the kinked region 130) enables positioning ofthe maximum weight payload 92 such that the payload center-of-gravity(shown as vector 94) substantially close (i.e., within about 30% of wingMean Aerodynamic Cord (MAC) or about 4% of total aircraft length) to oraligned with the center-of-gravity of the aircraft 100. In someexamples, at least about 10% of the weight of maximum weight payload 92is carried in the aft region 170 a. In some examples of carrying amaximum weight payload, especially payloads approaching a maximumlength, about 40% to about 50% could be carried in the aft region 170 ain order to center the payload's center of gravity at a nominal locationin the cargo bay 170.

FIG. 7 is a perspective view of the cargo aircraft 100 of FIG. 6Ashowing a lower support system 190A, 190B that extends along the cargobay 170 from a forward entrance 171 to and through the aft section 170 a(not visible) of the cargo bay 170 in the aft portion 140 (not visible)of the fuselage 101. The lower support system 190A, 190B can includeforward portions 191A, 191B that extend forward along the cantileveredtongue 160 as well. In some examples, the lower support system 190A,190B includes rails or tracks, or similar linear translation components,that enable a payload to be translated into the cargo bay 170 and allthe way to the aft end of the aft region 170 a of the cargo bay 170 fromthe cargo opening 171, for instance by having the lower support system190A, 190B extend through nearly an entire length of the fixed portion128 of the fuselage 101. In some examples, the lower support system190A, 190B can be used to support and/or the payload during flight suchthat the lower support system 190A, 190B can hold substantially all ofthe weight of the payload.

Rails and Payload-Receiving Fixtures

Hidden from view in the previous figures of the aircraft 100, butillustrated in FIGS. 8A-8C are a pair of rails 174 coupled to, extendingfrom, or otherwise associated with the floor 172 of the cargo bay 170.Some of the illustrations may look incomplete or incompatible with otherfigures, such as having rails extending beyond what looks like theterminal end of a fixed portion of the fuselage (see, e.g., FIG. 8C asfiled), but a person skilled in the art will recognize this is just theresult of complications that can arise while drawing and viewingcomponents using solid models and is not indicative of an incomplete,incompatible, or inoperable aspect of the aircraft and/or relatedcomponents. A person skilled in the art, in view of the presentdisclosures, will understand how such components should be illustratedin view of the present disclosures and other figures.

Much like the bay 170 and the floor 172, the rails 174 can extend in acontinuous manner from the forward end 120, through the kinked portion130, and into the aft end 140. The rails 174 can thus be configured tohave a forward end 174 f, a kinked portion 174 k, and an aft end 174 a.As a result of the kinked portion 174 k, a vertical distance d_(ra)between the aft end 174 a and a plane P_(F) defined by an interiorbottom contact surface of the interior cargo bay 170 in the forward end120 of the aircraft 100, i.e., the plane P_(F) extending longitudinallyand laterally through the forward end 172 f of the floor 172 and that issubstantially parallel to the forward centerline C_(F), is greater thana vertical distance d_(rf) between at least a portion of the forward end174 f and the plane P_(F). Further, in some embodiments in which the aftend 140 extends above a plane extending substantially through anentirety of the top surface 102 of the forward end 120 of the fuselage101 such that the plane is substantially parallel to ground, because therails 174 can extend towards and into the fuselage tail cone 142, aportion of at least one of the rails 174, as shown both rails 174,disposed in the aft bay portion 172 a can also be located above theplane extending substantially through an entirety of the top surface 102of the forward end 120 of the fuselage 101. The angle at which the rails174 are disposed in the aft bay portion 170 a can be akin to the kinkangle α_(K). More generally, the rails 174 can extend in a manner suchthat a majority of it disposed in the aft bay portion 170 a is disposedat the kink angle α_(K). As shown, there are two rails 174 that aresubstantially parallel to each other across their length, but in otherembodiments there can be fewer (e.g., one rail) or more rails and therails can extend in non-parallel manner, such as having them anglecloser together or further apart slightly as they extend towards the aftend 140 to create a desired stopping location that works with fixturesloaded onto the rails 174. In some embodiments, the rail(s) 174 canserve as a primary structural member(s) or beam(s) of the fuselage 101,capable of bearing operational flight and/or ground loads, akin to akeel beam in some aircraft.

A payload, such as the payload 10, can be translated along the rails 174from the forward end 174 f and towards the aft end 174 a until thepayload reaches a desired location. That desired location can relate,for example, to placing a center of gravity of the payload within adesired range of a center of gravity of the aircraft. Translation of thepayload can be aided by the fixtures 12 illustrated in FIGS. 8A-9. Asshown best in FIG. 9, the fixtures 12 can have a variety ofconfigurations that are configured to both receive a payload, such aswind turbine blades 11A, 11B (of fewer or more blades as desired) andtranslate along the rails 174 to place the payload at the desiredlocation(s).

The payload-receiving fixtures 12, as shown fixtures 112, 212, 312, 412,can generally include a carriage 114, 114′, a frame 116, and a receiver118, 218, 318, 418. In at least some of the illustrated embodiments, asingle type of carriage and a single type of frame are provided, whilefour different receivers are illustrated. A person skilled in the artwill recognize other carriages, frames, and receivers that can be usedin conjunction with the present disclosures. Further, whilepayload-receiving fixtures are referred to herein using referencenumeral 12, in some embodiments, a payload-receiving fixture may just bea receiver, like the receivers 118, 218, 318, 418, and thus such usageof the term “payload-receiving fixture” herein, including in the claims,can be directed to just a receiver as provided for herein. Generally,that term in any claim should be read in that manner, unless suchinterpretation would be incompatible with the remaining portion of theclaim, for example, if the claim separately recites a receiver.

Some of the illustrations may look incomplete or incompatible with otherfigures, such as looking like a receiver is not quite properly coupledto a frame (see, e.g., FIGS. 8B, 8C, and 9 as filed) or the fixture 12not being in contact with the rails 174 (see, e.g., FIG. 9), but aperson skilled in the art will recognize this is just the result ofcomplications that can arise while drawing and viewing components usingsolid models and is not indicative of an incomplete, incompatible, orinoperable aspect of the aircraft and/or related components. A personskilled in the art, in view of the present disclosures, will understandhow such components should be illustrated in view of the presentdisclosures and other figures.

As shown in FIG. 9, a first payload-receiving fixture 112 includes acarriage 114 having a plurality of wheel sets 113 associated therewith.Each wheel set 113 is part of a whiffle tree 115 that extends from thecarriage 114 to couple the wheels of the wheel sets 113 to the carriage114. A receiver 118 is coupled to the carriage 114. The receiver 118includes a plurality of holes or openings (these words may be usedinterchangeably herein) that can be used to receive a wind turbineblade. In the illustrated embodiment, the receiver 118 is designed to bea terminal end payload-receiving fixture with the largest openingconfigured to receive a base of a wind turbine blade and one or more ofthe other openings configured to receive a tip of a second blade. Theother openings disposed in the receiver 118 can also make the fixture112 lighter in weight, making it more suitable for flying, and/or can beused in conjunction with securing a location of the payload within thecargo bay. In alternative embodiments, a frame, like the frame 116, canbe used to couple the fixture 112 to the carriage 114.

A second payload-receiving fixture 212 provided for in FIG. 9 includes acarriage 114′, wheel sets 113, and whiffle trees 115, each of which arethe same as discussed above with respect to the carriage 114, wheel sets113, and whiffle trees 115, except for slight differences between thecarriages 114′, 114. More particularly, a frame 116 is incorporated intothe carriage 114′, supporting the receiver 218. Any known techniques formounting or otherwise integrating the frame 116 to the carriage 114′ canbe employed, whether provided for herein or otherwise known to thoseskilled in the art. In the illustrated embodiment the frame 116 replacestwo bars of the frame 114 f′ of the carriage 114′. A person skilled inthe art will recognize that other means for translation can be used inlieu of or in addition to wheels and wheel sets in any of theseembodiments, including but not limited to skis, skids, linked tracks(e.g., tractor tracks, military tank tracks), articulated legs, aircushions in the manner of a hovercraft, or other structures that allowfor translation between two structures. Generally, any of the fixturesprovided for in the present disclosure can translate along the rail(s)174, with rolling and sliding being interchangeably used and moregenerally being considered translation or advancement of the fixture.The receiver 218 is adapted for receiving wind turbine blades. Moreparticularly, the receiver 218 is designed as an intermediate fixture toreceive an intermediate portion(s) of a wind turbine blade(s). Forexample, the two largest openings can be configured to receive portionsof two wind turbine blades, and additional openings or holes can serve asimilar purpose as the openings of the receiver 118. The illustratedreceiver 218 is configured in a manner that it has multiple pieces, asshown three 218 a, 218 b, and 218 c, that can couple together, forinstance by snap-fitting together, to secure a location of the bladeswith respect to the receiver 218 and/or other blades received by thereceiver 218.

A third payload-receiving fixture 312 provided for in FIG. 9 is mainlyakin to the second fixture 212, including the carriage 114′, wheel sets113, whiffle trees 115, and frame 116, as well as a receiver 318 that isadapted for receiving wind turbine blades along intermediate portions ofthe blades. Like the second receiver 218, the two largest openings orholes of the third receiver 318 can be configured to receiveintermediate portions of two wind turbine blades. The largest openings,and other openings, are positioned differently in the third receiver318, but the intended purposes and uses of the same are akin. Further,like the second receiver 218, the third receiver 318 is designed tosecure a location of the blades with respect to itself and/or otherblades received by the receiver 318 by way of multiple pieces, as shownpieces 318 a, 318 b, and 318 c, that couple together.

A fourth payload-receiving fixture 412 provided for in FIG. 9 is moreakin to the first fixture 112 as it is also designed to be a terminalend receiving fixture. Its largest opening or hole can be configured toreceive a base of a wind turbine blade and one or more of the otheropenings or holes can be configured to receive a tip of a second bladeand/or serve other purposes as provided for above. The fourth fixture412 utilizes the carriage 114′ and frame 116 of the fixtures 212 and312. For each of the first and fourth receivers 118 and 418, a base of awind turbine blade can be coupled to the respective structure 118, 418by way of bolting it thereto using the bolt holes disposed around acircumference of the largest opening. A person skilled in the art willrecognize other ways by which a blade(s) can be coupled to any of thereceivers 118, 218, 318, or 418 provided for herein.

Further, while in the illustrated embodiments the receivers 118, 218,318, or 418 are generally designed to hold two wind turbine blades, aperson skilled in the art will recognize those receivers, or otherreceivers, can be configured to hold other numbers of wind turbineblades, including one, three, four, five, or even more. As designed, thefixtures 12 and blades 11A, 11B, 11C, 11D can be packaged in arepetitive, repeatable manner, thus allowing for the center of gravityof the payload to be consistent across packaged payloads. Such packagingcan be done in a manner that provides a compact volume of the irregularpayload. Still further, while the fixtures 112, 212, 312, 412 areillustrated for use in conjunction with wind turbine blades, a personskilled in the art will recognize such fixtures can be used,re-designed, adapted, etc. for use with other large structures,including but not limited to industrial oil equipment, mining equipment,rockets, military equipment and vehicles, commercial aerospace vehicles,crane segments, aircraft components, space launch rocket boosters,helicopters, generators, or hyperloop tubes. Additionally, the variousfixtures 112, 212, 312, 412, as well as other configurations of fixturesand/or components of the fixtures (e.g., carriages like the carriage114, 114′, frames like the frame 116, receivers like the receivers 118,218, 318, 418, etc.) can be provided as a packaging kit to allow for thevarious fixtures and/or their components to be selected for particularuses, designs, and functions in a plug-and-play manner. The fixturesthemselves can be pre-designated for particular structures (e.g., windturbine blades) and/or particular locations with respect to suchstructures (e.g., a terminal end, an intermediate—possiblydesignated—position).

As the fixtures 12 travel along the rails 174, some or all of them canbe adapted to rotate and/or translate to enable desirable handlingduring travel. By way of example, all four of the fixtures 12 can beconfigured to rotate in directions R and S about a pivot axis A_(R) ofeach of the fixtures 12, while at least the fixtures 12 that passthrough along the kinked portion 174 p of the rail 174 can be configuredto translate vertically, up-and-down with respect to the rail 174 asshown by in directions U and V. Such movements can be achieved usingknown techniques for causing rotational and translational actuation,including but not limited to hydraulics, pistons, hydraulic pistons,pulleys-and-cables, and air chambers, among others. Further, suchmovements can be selectively active or passive. For example, withrespect to an active movement, one or more of the fixtures 12 and/or thepayload (it is noted that the payload can be interpreted to include ornot include the fixtures as appropriate) can be monitored, for instanceby a location and/or pressure sensor, and in response to one or moredesignated parameters or other cues (e.g., visual, tactile), action canbe taken to rotate or vertically translate the fixture(s) 12 as desired.The input to take the action can be manual, e.g., by a person, orautomated, by a program that acts in response to the designatedparameter(s). Alternatively, or additionally, with respect to passivemovement, one or more of the fixtures 12 can be designed toautomatically mechanically rotate or vertically translate as a result ofa change in conditions, such as translating the fixture(s) 12 andpayload along the rails 174. In this type of instance, certainmovements, such as part of the payload rising up as it becomes disposedin the aft bay portion 170 a, may cause one or more fixtures to rotateand/or vertically translate.

Additional details about tooling for cargo management, including railsand payload-receiving fixtures, are provided in a counterpart patentapplication entitled “SYSTEMS AND METHODS FOR LOADING AND UNLOADING ACARGO AIRCRAFT,” filed concurrently herewith, the content of which isincorporated by reference herein in its entirety.

One skilled in the art will appreciate further features and advantagesof the disclosures based on the provided for descriptions andembodiments. Accordingly, the inventions are not to be limited by whathas been particularly shown and described. For example, although thepresent disclosure provides for transporting large cargo, such as windturbines, the present disclosures can also be applied to other types oflarge cargos or to smaller cargo. All publications and references citedherein are expressly incorporated herein by reference in their entirety.

Examples of the above-described embodiments can include the following:

1. A cargo aircraft, comprising:

-   -   a fuselage defining a forward end, an aft end, a continuous        interior cargo bay that spans a majority of a length of the        fuselage from the forward end to the aft end, and a lateral        pitch axis about which the cargo aircraft is configured to        rotate a maximal degree during a takeoff operation while the        aircraft is still on the ground without striking the fuselage on        the ground, the fuselage including:        -   a forward portion containing a forward region of the            continuous interior cargo bay, the forward portion defining            a forward centerline along a longitudinal-lateral plane of            the cargo aircraft; and        -   an aft portion extending aft from the lateral pitch axis to            the aft end and containing an aft region of the continuous            interior cargo bay extending along a majority of a length of            the aft portion of the fuselage, the aft portion defining an            aft centerline extending above the longitudinal-lateral            plane of the cargo aircraft,    -   a first fixed wing extending from the fuselage in a first        direction away from the fuselage; and    -   a second fixed wing extending from the fuselage in a second        direction away from the fuselage, the second direction        approximately symmetric about a longitudinal-vertical center        plane of the cargo aircraft.

2. The cargo aircraft of claim 1,

-   -   wherein an aft end of the aft region of the continuous interior        cargo bay is configured to receive an aft end of an elongated        contiguous payload from the forward end of the fuselage to        dispose the elongated contiguous payload throughout        substantially all of the length of the continuous interior cargo        bay.

3. The cargo aircraft of claim 2,

-   -   wherein the continuous interior cargo bay includes a lower        support system that extends from the forward end to the aft end        of the aft region of the continuous interior cargo bay, and    -   wherein the lower support system is configured to allow        translation of the elongated contiguous payload from the forward        end to the aft end of the aft region along the lower support        system.

4. The cargo aircraft of claim 2 or 3,

-   -   wherein the forward end of the fuselage comprises a cargo nose        door configured to move to expose an opening into the continuous        interior cargo bay through which an aft end of an elongate        contiguous payload can be passed throughout substantially all of        the length of the continuous interior cargo and to the aft end        of the aft region of the continuous interior cargo bay.

5. The cargo aircraft of any of claims 2 to 4,

-   -   wherein the cargo aircraft defines a maximum payload length and        a maximum payload weight, and    -   wherein, for a payload having the maximum weight with a forward        end of the payload located about the forward end of the fuselage        and an aft end of the payload located in the aft region of the        continuous interior cargo bay, the aft region of the continuous        interior cargo bay is configured to support at least about 10%        of the maximum payload weight.

6. The cargo aircraft of claim 5,

-   -   wherein, for a payload having the maximum payload length and        maximum payload weight with a forward end of the payload located        in the forward end of the fuselage and an aft end of the payload        located in the aft end of the region of the continuous interior        cargo bay, the aft end of the aft region of the continuous        interior cargo bay is configured to support at least about 10%        of the maximum payload weight.

7. The cargo aircraft of any of claims 2 to 6,

-   -   wherein the aft end of the aft region of the continuous interior        bay extends above an upper outer surface of the forward portion        of the fuselage.

8. The cargo aircraft of any of claims 1 to 7,

-   -   wherein the fuselage comprises a kinked portion forming a        junction in the fuselage between the forward portion and the aft        portion of the fuselage and between the forward and aft regions        of the continuous interior cargo bay, and    -   wherein the kinked portion in the fuselage defines a bend angle        between the forward centerline and the aft centerline.

9. The cargo aircraft of claim 8,

-   -   wherein the aft portion extends from the kinked portion at an        angle approximately equal to the degree of maximal rotation of        the aircraft during the takeoff operation.

10. The cargo aircraft of claim 8 or 9,

-   -   wherein the bend angle is approximately in the range of about 4        degrees to about 16 degrees with respect to the        longitudinal-lateral plane of the cargo aircraft.

11. The cargo aircraft of any of claims 9 to 10,

-   -   wherein the bend angle is approximately equal to the degree of        maximal rotation of the aircraft during the takeoff operation.

12. The cargo aircraft of any of claims 8 to 11,

-   -   wherein the kinked portion is approximately vertically aligned        with the lateral pitch axis.

13. The cargo aircraft of any of claims 8 to 12,

-   -   wherein the kinked portion defines an upward transition along        opposed top and bottom outer surfaces of the fuselage.

14. The cargo aircraft of any of claims 1 to 13,

-   -   wherein the forward region of the continuous interior cargo bay        defines a forward cargo centerline approximately parallel to the        longitudinal-lateral plane of the cargo aircraft,    -   wherein at least a portion of the aft region of the continuous        interior cargo bay includes a kinked cargo region defining a        kinked cargo centerline extending above the longitudinal-lateral        plane of the cargo aircraft, and    -   wherein the kinked cargo centerline extends along a majority of        the aft centerline of the aft portion fuselage.

15. The cargo aircraft of claim 14,

-   -   wherein a length of the kinked cargo centerline is at least        approximately 25% of a length of a centerline of the continuous        interior cargo bay.

16. The cargo aircraft of claim 14 or 15,

-   -   wherein a forward end of at least one of the kinked cargo        centerline or the aft centerline is approximately vertically        aligned with the lateral pitch axis.

17. The cargo aircraft of any of claims 14 to 16,

-   -   wherein at least a majority of the kinked cargo centerline is        approximately aligned with the aft centerline.

18. The cargo aircraft of any of claims 14 to 17,

-   -   wherein at least a majority of at least one of the kinked cargo        centerline or the aft centerline is angled approximately in the        range of about 6 degrees to about 12 degrees with respect to a        ground plane when the plane is fully resting on the ground.

19. The cargo aircraft of any of claims 14 to 18,

-   -   wherein at least a majority of the length of at least one of the        kinked cargo centerline or the aft centerline is angled        approximately equal to or greater than the maximal takeoff angle        of the cargo aircraft with respect to a ground plane when the        cargo aircraft is fully resting on the ground.

20. The cargo aircraft of claim 19,

-   -   wherein approximately all of the length of at least one of the        kinked cargo centerline or the aft centerline is angled        approximately equal to or greater than the maximal takeoff angle        of the cargo aircraft with respect to a ground plane when the        plane is fully resting on the ground.

21. The cargo aircraft of any of claims 14 to 20,

-   -   wherein the continuous interior cargo bay defines a maximum        payload length, and    -   wherein the kinked cargo centerline defines a length at least        approximately 30% of the maximum payload length.

22. The cargo aircraft of any of claims 1 to 21,

-   -   wherein a length of the aft portion of the fuselage is at least        about 25% the length of the fuselage.

23. The cargo aircraft of any of claims 1 to 22,

-   -   wherein the length of the fuselage is greater than 84 meters,        and    -   wherein the continuous interior cargo bay defines a maximum        payload length of at least about 70 meters.

24. The cargo aircraft of any of claims 1 to 23,

-   -   wherein the first and second fixed wings define approximately no        sweep angle.

25. The cargo aircraft of any of claims 1 to 24,

-   -   wherein the aft portion of the fuselage comprises a plurality of        circumferentially disposed structural elements oriented        orthogonally along the aft centerline.

26. The cargo aircraft of any of claims 1 to 25,

-   -   wherein the length of the kinked centerline is at least        approximately 25% of the length of the fuselage.

27. The cargo aircraft of any of claims 1 to 26,

-   -   wherein the length of the kinked centerline is at least        approximately 75% of a length of the fuselage aft of the lateral        pitch axis.

28. The cargo aircraft of any of claims 1 to 27,

-   -   wherein the aft portion of the fuselage comprises a sensor        configured to determine the distance between the ground and a        bottom surface of the aft portion to assist at least one of a        pilot or computer of the cargo aircraft in preventing tailstrike        during a rotation of the cargo aircraft about the lateral pitch        axis when the cargo aircraft is on or near the ground.

29. A cargo aircraft, comprising:

-   -   a fuselage defining a forward end, an aft end, a continuous        interior cargo bay that spans a majority of a length of the        fuselage from the forward end to the aft end, and a lateral        pitch axis about which the cargo aircraft is configured to        rotate a maximal degree during a minimum runway length takeoff        operation, the fuselage including:        -   a forward portion containing a forward region of the            continuous interior cargo bay extending forward of the            lateral pitch axis, the forward region of the continuous            interior cargo defining a forward cargo centerline along a            longitudinal-lateral plane of the cargo aircraft; and        -   an aft portion containing an aft region of the continuous            interior cargo bay extending aft of the lateral pitch axis,            at least a portion of the aft region of the continuous            interior cargo bay defining a kinked cargo centerline            extending above the longitudinal-lateral plane of the cargo            aircraft;    -   a first fixed wing extending from the fuselage in a first        direction away from the fuselage; and    -   a second fixed wing extending from the fuselage in a second        direction away from the fuselage, the second direction being        approximately symmetric about the longitudinal-vertical center        plane of the aircraft,    -   wherein the kinked cargo centerline extends along a majority of        the aft portion of the fuselage, and    -   wherein an aft end of the aft region of the continuous interior        cargo bay is configured to receive an aft end of an elongated        contiguous payload from the forward end to dispose the elongated        contiguous payload throughout substantially all of the length of        the continuous interior cargo bay.

30. The cargo aircraft of claim 29,

-   -   wherein the forward end of the fuselage comprises a cargo nose        door configured to move to expose an opening into the continuous        interior cargo bay through which an aft end of an elongate        contiguous payload can be passed throughout substantially all of        the length of the continuous interior cargo and to the aft end        of the aft region of the continuous interior cargo bay.

31. The cargo aircraft of claim 29 or 30,

-   -   wherein the aft end of the aft region of the continuous interior        bay extends above an upper outer surface of the forward portion        of the fuselage.

32. A cargo aircraft, comprising:

-   -   a fuselage defining a forward end, an aft end, a continuous        interior cargo bay that spans a majority of a length of the        fuselage from the forward end to the aft end, and a lateral        pitch axis about which the cargo aircraft is configured to        rotate a maximal degree during a takeoff operation while the        aircraft is still on the ground without striking the fuselage on        the ground, the fuselage including:        -   a forward portion containing a forward region of the            continuous interior cargo bay;        -   an aft portion extending aft from the forward portion and            containing an aft region of the continuous interior cargo            bay; and        -   a kink portion forming a junction between the forward            portion and the aft portion, the kink portion defining a            bend in the fuselage approximately vertically aligned with            the lateral pitch axis and the bend defining an angle            between a forward cargo centerline of the forward region and            an aft cargo centerline of the aft region such that the aft            cargo centerline extends above a longitudinal-lateral plane            of the forward cargo centerline;    -   a first fixed wing extending from the fuselage in a first        direction away from the fuselage; and    -   a second fixed wing extending from the fuselage in a second        direction away from the fuselage, the second direction being        approximately symmetric about the longitudinal-vertical center        plane of the aircraft,    -   wherein the angle between the forward cargo centerline of the        forward region and the aft cargo centerline of the aft region is        approximately in the range of about 4 degrees to about 16        degrees with respect to the longitudinal-lateral plane.

33. The cargo aircraft of claim 32,

-   -   wherein the angle of the bend is approximately equal to the        degree of maximal rotation of the aircraft during the takeoff        operation.

34. The cargo aircraft of claim 32 or 33,

-   -   wherein the aft cargo centerline extends along a majority of a        length of the aft portion of the fuselage.

35. A method of conducting a short runway takeoff operation for a longfixed-wing cargo aircraft that includes a continuous interior cargo bayspanning a majority of a length of the aircraft from a forward end to anaft end, the method comprising:

-   -   accelerating the fixed-wing cargo aircraft; and    -   rotating the fixed-wing cargo aircraft about a lateral pitch        axis while the aircraft is still on the ground without striking        the fuselage on the ground, the rotating moving the entirety of        a centerline of an aft kinked portion of the aircraft towards        the ground, the centerline extending above the        longitudinal-lateral plane of the aircraft forward of the        lateral pitch axis,    -   wherein the centerline of the aft kinked portion of the aircraft        is at least 40% of the length of the aircraft.

36. A method of conducting a short runway takeoff operation for a longfixed-wing cargo aircraft that includes a continuous interior cargo bayspanning a majority of a length of the aircraft from a forward end to anaft end, the method comprising:

-   -   accelerating the fixed-wing cargo aircraft; and    -   rotating the fixed-wing cargo aircraft about a lateral pitch        axis while the aircraft is still on the ground without striking        the fuselage on the ground, aircraft defining a fuselage kink        approximately aligned with the lateral pitch axis, such that the        rotating orients aircraft aft of the fuselage kink approximately        parallel with the ground.

1. A cargo aircraft, comprising: a fuselage defining a forward end, anaft end, a continuous interior cargo bay that spans a majority of alength of the fuselage from the forward end to the aft end, and alateral pitch axis about which the cargo aircraft is configured torotate a maximal degree during a takeoff operation while the aircraft isstill on the ground without striking the fuselage on the ground, thefuselage including: a forward portion containing a forward region of thecontinuous interior cargo bay, the forward portion defining a forwardcenterline along a longitudinal-lateral plane of the cargo aircraft; andan aft portion extending aft from the lateral pitch axis to the aft endand containing an aft region of the continuous interior cargo bayextending along a majority of a length of the aft portion of thefuselage, the aft portion defining an aft centerline extending above thelongitudinal-lateral plane of the cargo aircraft, a first fixed wingextending from the fuselage in a first direction away from the fuselage;and a second fixed wing extending from the fuselage in a seconddirection away from the fuselage, the second direction approximatelysymmetric about a longitudinal-vertical center plane of the cargoaircraft.
 2. The cargo aircraft of claim 1, wherein an aft end of theaft region of the continuous interior cargo bay is configured to receivean aft end of an elongated contiguous payload from the forward end ofthe fuselage to dispose the elongated contiguous payload throughoutsubstantially all of the length of the continuous interior cargo bay. 3.The cargo aircraft of claim 2, wherein the continuous interior cargo bayincludes a lower support system that extends from the forward end to theaft end of the aft region of the continuous interior cargo bay, andwherein the lower support system is configured to allow translation ofthe elongated contiguous payload from the forward end to the aft end ofthe aft region along the lower support system.
 4. The cargo aircraft ofclaim 2, wherein the forward end of the fuselage comprises a cargo nosedoor configured to move to expose an opening into the continuousinterior cargo bay through which an aft end of an elongate contiguouspayload can be passed throughout substantially all of the length of thecontinuous interior cargo and to the aft end of the aft region of thecontinuous interior cargo bay.
 5. (canceled)
 6. (canceled)
 7. The cargoaircraft of claim 2, wherein the aft end of the aft region of thecontinuous interior bay extends above an upper outer surface of theforward portion of the fuselage.
 8. The cargo aircraft of claim 1,wherein the fuselage comprises a kinked portion forming a junction inthe fuselage between the forward portion and the aft portion of thefuselage and between the forward and aft regions of the continuousinterior cargo bay, and wherein the kinked portion in the fuselagedefines a bend angle between the forward centerline and the aftcenterline.
 9. (canceled)
 10. The cargo aircraft of claim 8, wherein thebend angle is approximately in the range of about 4 degrees to about 16degrees with respect to the longitudinal-lateral plane of the cargoaircraft.
 11. The cargo aircraft of claim 8, wherein the bend angle isapproximately equal to the degree of maximal rotation of the aircraftduring the takeoff operation.
 12. The cargo aircraft of claim 8, whereinthe kinked portion is approximately vertically aligned with the lateralpitch axis.
 13. The cargo aircraft of claim 8, wherein the kinkedportion defines an upward transition along opposed top and bottom outersurfaces of the fuselage.
 14. The cargo aircraft of claim 1, wherein theforward region of the continuous interior cargo bay defines a forwardcargo centerline approximately parallel to the longitudinal-lateralplane of the cargo aircraft, wherein at least a portion of the aftregion of the continuous interior cargo bay includes a kinked cargoregion defining a kinked cargo centerline extending above thelongitudinal-lateral plane of the cargo aircraft, and wherein the kinkedcargo centerline extends along a majority of the aft centerline of theaft portion fuselage.
 15. The cargo aircraft of claim 14, wherein alength of the kinked cargo centerline is at least approximately 25% of alength of a centerline of the continuous interior cargo bay.
 16. Thecargo aircraft of claim 14, wherein a forward end of at least one of thekinked cargo centerline or the aft centerline is approximatelyvertically aligned with the lateral pitch axis.
 17. The cargo aircraftof claim 14, wherein at least a majority of the kinked cargo centerlineis approximately aligned with the aft centerline.
 18. The cargo aircraftof claim 14, wherein at least a majority of at least one of the kinkedcargo centerline or the aft centerline is angled approximately in therange of about 6 degrees to about 12 degrees with respect to a groundplane when the plane is fully resting on the ground.
 19. The cargoaircraft of claim 14, wherein at least a majority of the length of atleast one of the kinked cargo centerline or the aft centerline is angledapproximately equal to or greater than the maximal takeoff angle of thecargo aircraft with respect to a ground plane when the cargo aircraft isfully resting on the ground.
 20. The cargo aircraft of claim 19, whereinapproximately all of the length of at least one of the kinked cargocenterline or the aft centerline is angled approximately equal to orgreater than the maximal takeoff angle of the cargo aircraft withrespect to a ground plane when the plane is fully resting on the ground.21. The cargo aircraft of claim 14, wherein the continuous interiorcargo bay defines a maximum payload length, and wherein the kinked cargocenterline defines a length at least approximately 30% of the maximumpayload length.
 22. The cargo aircraft of claim 1, wherein a length ofthe aft portion of the fuselage is at least about 25% the length of thefuselage.
 23. The cargo aircraft of claim 1, wherein the length of thefuselage is greater than 84 meters, and wherein the continuous interiorcargo bay defines a maximum payload length of at least about 70 meters.24. The cargo aircraft of claim 1, wherein the first and second fixedwings define approximately no sweep angle.
 25. The cargo aircraft ofclaim 1, wherein the aft portion of the fuselage comprises a pluralityof circumferentially disposed structural elements oriented orthogonallyalong the aft centerline.
 26. The cargo aircraft of claim 1, wherein thelength of the kinked centerline is at least approximately 25% of thelength of the fuselage.
 27. The cargo aircraft of claim 1, wherein thelength of the kinked centerline is at least approximately 75% of alength of the fuselage aft of the lateral pitch axis.
 28. The cargoaircraft of claim 1 wherein the aft portion of the fuselage comprises asensor configured to determine the distance between the ground and abottom surface of the aft portion to assist at least one of a pilot orcomputer of the cargo aircraft in preventing tailstrike during arotation of the cargo aircraft about the lateral pitch axis when thecargo aircraft is on or near the ground.
 29. A cargo aircraft,comprising: a fuselage defining a forward end, an aft end, a continuousinterior cargo bay that spans a majority of a length of the fuselagefrom the forward end to the aft end, and a lateral pitch axis aboutwhich the cargo aircraft is configured to rotate a maximal degree duringa minimum runway length takeoff operation, the fuselage including: aforward portion containing a forward region of the continuous interiorcargo bay extending forward of the lateral pitch axis, the forwardregion of the continuous interior cargo defining a forward cargocenterline along a longitudinal-lateral plane of the cargo aircraft; andan aft portion containing an aft region of the continuous interior cargobay extending aft of the lateral pitch axis, at least a portion of theaft region of the continuous interior cargo bay defining a kinked cargocenterline extending above the longitudinal-lateral plane of the cargoaircraft; a first fixed wing extending from the fuselage in a firstdirection away from the fuselage; and a second fixed wing extending fromthe fuselage in a second direction away from the fuselage, the seconddirection being approximately symmetric about the longitudinal-verticalcenter plane of the aircraft, wherein the kinked cargo centerlineextends along a majority of the aft portion of the fuselage, and whereinan aft end of the aft region of the continuous interior cargo bay isconfigured to receive an aft end of an elongated contiguous payload fromthe forward end to dispose the elongated contiguous payload throughoutsubstantially all of the length of the continuous interior cargo bay.30. The cargo aircraft of claim 29, wherein the forward end of thefuselage comprises a cargo nose door configured to move to expose anopening into the continuous interior cargo bay through which an aft endof an elongate contiguous payload can be passed throughout substantiallyall of the length of the continuous interior cargo and to the aft end ofthe aft region of the continuous interior cargo bay.
 31. (canceled) 32.A cargo aircraft, comprising: a fuselage defining a forward end, an aftend, a continuous interior cargo bay that spans a majority of a lengthof the fuselage from the forward end to the aft end, and a lateral pitchaxis about which the cargo aircraft is configured to rotate a maximaldegree during a takeoff operation while the aircraft is still on theground without striking the fuselage on the ground, the fuselageincluding: a forward portion containing a forward region of thecontinuous interior cargo bay; an aft portion extending aft from theforward portion and containing an aft region of the continuous interiorcargo bay; and a kink portion forming a junction between the forwardportion and the aft portion, the kink portion defining a bend in thefuselage approximately vertically aligned with the lateral pitch axisand the bend defining an angle between a forward cargo centerline of theforward region and an aft cargo centerline of the aft region such thatthe aft cargo centerline extends above a longitudinal-lateral plane ofthe forward cargo centerline; a first fixed wing extending from thefuselage in a first direction away from the fuselage; and a second fixedwing extending from the fuselage in a second direction away from thefuselage, the second direction being approximately symmetric about thelongitudinal-vertical center plane of the aircraft, wherein the anglebetween the forward cargo centerline of the forward region and the aftcargo centerline of the aft region is approximately in the range ofabout 4 degrees to about 16 degrees with respect to thelongitudinal-lateral plane.
 33. The cargo aircraft of claim 32, whereinthe angle of the bend is approximately equal to the degree of maximalrotation of the aircraft during the takeoff operation.
 34. (canceled)35. (canceled)
 36. A method of conducting a short runway takeoffoperation for a long fixed-wing cargo aircraft that includes acontinuous interior cargo bay spanning a majority of a length of theaircraft from a forward end to an aft end, the method comprising:accelerating the fixed-wing cargo aircraft; and rotating the fixed-wingcargo aircraft about a lateral pitch axis while the aircraft is still onthe ground without striking the fuselage on the ground, aircraftdefining a fuselage kink approximately aligned with the lateral pitchaxis, such that the rotating orients aircraft aft of the fuselage kinkapproximately parallel with the ground.